Draw and buffer gear for railway vehicles



Dec. 21 1926.

- M. ALMA ET AL DRAW AND BUFFER GEAR FOR RAILWAY VEHICLES Filed Sept. l5, 1924' 4 Sheets-Sheet l afm 4 Sheets-SheetA 2 M. ALMA ET AL DRAW AND BUFFER GEAR FOR RAILWAY VEI'IGLES Filed Sept. 15. 1924 LGILMQ Dec. 21 1926.

M. ALMA ET AL DRAW AND BUFFER GEAR FOR RAILWAY VEHICLES Filed Sept. 15. 1924 4 Sheets-Sheet 3 Patented nec. 2i, ieee. i lplldl@ Sylilfll FFlQF.

MAXIMILIAN ALMA AND CARL EGON ALMA, F VXENNA, AUSTRIA.

DRAW AND BUFFER GEAR FOB RAILVJAY lI'IIDCLES.

Application led September 15, 1924, Serial No. 7E-7,815, and in Austria September 21, 5.928.

This invention relates to a draft mechahalf of the car by means of a suitable connism for railway cars of the type extending nection and carries the shock absorbing from end sill to end sill, -aiid has for ,its springs. object to provide a devi-ce more particularly The method of guiding, and details of conadapted for use with long and heavy cars; struction of the turning parts (draw-head 5 to automatically permit, when travelling and shank) depend in the case of centrally coupled on the curves, adjustment of arranged couplings, on the nature of the the ndraw-head to suit the curve and to avoid draw-head and its shank. r unfavorable strains on the coupling or drawl. lf the draw-head is such that it yields 10 heads; to permit vertical movement of the to forces which do not act centrally of the 60 draw-head; to permit the use of a readily car and swings horizontally, as well as otherrenewable or exchangeable draw-head and wise, the draw-head and shank must be its shank, the latter being short; to distribute properly guided from the truck (Figs. l to both the pull and thrust to dil'erent points 6) by a guide such as a Figs. l, l and 6.

along the axis of the car with the maximum 2. lf, however, the draw-head is such that 65 pull and thrust transmitted to the centre of it connects stilily with the head of the adthe floor frame. joining car, the drawhead and its shank r)The structure is suoli that the draft gear musthe mounted so far as t-o swing freely and the draw-bar mechanism connected to its in the main frame of the car (independently two ends are only movable longitudinally of any bogie) (Figs. 8to 10). 7o under the action of the compression and pull- The limitation of the direction of swing ing forces, while the end parts comprising and its extent is dependent only upon a suittlie coupler heads and their slianks, are not able shaping of the opening in the end sill only movable longitudinally of the aXis of of the car.

the vehicle, but can also turn or swing in Accord-ing to this inventon the turning 7e the'horizontal plane, and in other planes parts (draw-head and shank) in each half if so desired. of the car are jointed to the non-turning Referring to the drawings, in which like parts (draw-bar mechanism) in such a manparts are similarly desiginatedner that7 at least in the case of compression :i0 Figure l is a plan View of a draw-bar forces, any rings are prevented from strikmechanism. ing bolts or the like, and the shank, in case Figs. 2-5 are details thereof. of shocks, must strike a strong transverse Fig. 6 is a modified form of such mechamember. nisiii. In Figure l, the shank 2, carrying the .'35 Fig. T is a detail view thereof. diagrammatically indicated draw-head l, is

Figs. 8-l0 show different forms of drawguided and swung in a bearing a secured to bar mechanism operating on the same printhe bogie or truck of the car, and has the ciple. Y required freedom of movement to the right Figs. il-1'? are views partly in section and to the left in the opening through the 40 of one end section of the draft gear rod end sill b, which opening is guarded by a ne showing different arrangements. plate n.

Fig. 18 is a longitudinal section, and The rails d secured to the floor frame of Fig. -19 is a plan view of the central niemthe ear (to the centre sills c) guide the drawber'connecting the two sections of the drawbar mechanism comprising a frame constibar. tuted by cross members 4 and 6 and longies rlhe main rod 32 of the draft gear, only tudinal members 5, This frame is movable a portion of which is shown, is only movin the direction of the longitudinal axis of able in the direction of the longitudinal axis the car. of the cai'and is movablycoiineeted in the The shank 2 passes through the cross e@ rentre of the car to the red 32 of the second 'member' fl ll l and ran swing latere .y in' the. in@

same; it carries a sleeve 7 which at the top and bottom has an integral pin ot square cross-section and terminates in a cylindrically rounded olf rear projection 3 (with vertical axis) to which corresponds a hollow cylindrical recess in the cross member 6.

The cross-section oi the shank 2 is preterably square from the draw-head to a point within the sleeve 7, and the sleeve 7 is locked on the shank 2 by means of a nut 9, or clips 61, (Figs. 2 and 3). Square pins 8 projecting from sleeve 7 pass through square holes in two parts 1 0, one ot' which is arranged above and the other below the Sleeve 7 and the nut 9 and the shank 2, so that both parts 10 participate in the move ments of the shank 2 relatively to the drawgear, which is movable only in the longi tudinal direction.

The parts 10 are termed into loops or shackles at the back, and said shackles engage round pins 13 provided at the top and at the bottom ot a sleeve 12, said shackles be ing eapable'o't swinging;- about said pins as a centre. The sleeve 12 is mounted on a rod 32 movable only in the longitudinal direc tion and locked on the same, on the one hand, by the edges ot the rod 32 .vhich has a Square cross-section from a point inside the sleeve 12, to a point behind the transver sill c.

ln the position of rest the shackles ot the par-ts 10 are held in contact with the pins 135 by the action of springs 15, and the pr tion 3 has so much free play in the rece. s ot the cross member 6 that during the pull en .a curve the necessary turning o't the parts 1() about the pins 1S is not interfered with. In the case of a shock on a Curve, the round projection i) is torced into and turns in the recess in the (r1-css n'enxher G. ln case of a shock. a clearance is produced between the .loops 1() and the pins 13v which is Sullieient to avoid interference by the pins 13 with the turningr of the shank and its projection El, in

he recess in the cross member (i.

Any pull is transmitted to the draw-rod 32 by the parts 10, while thrust transmitted to the rod 32 by means ort' the cross member 6 against which the rodL 32 is pressed by springs of the dra'lft gear. (the real draw and bufer springs) arranged between it and the car trame. The shank 2 is swung` on curves by the gunde o on th-e truck to and from its central position.

To. render the draw-heads morel casi-ly i nterc umoeable the shank 2 may be made in two parts held together by an easily detachable connection that will vinsure their invariable relative position. ASuch a connection is shown in Figure il.. The bolts.V 18 are merelyY intended to hol'd tast the tivo parts 17. The tia-nge 19 forms a gripping member.

Figure 5 shows in a longitudinal section through the traine 4, 5, 6, 1. the manner ot' connecthig the longitudinal inember ti..- thc cross members l and (i.

When the pivot pin f' (Fig. t?) of the truck projects v'itain reach ot the draw mechansni it can be avoided by lengthening' the guide frame as indicated. The sleeve 12 with the pins 13 (Fig. 1) is replaced in Figure 6 by a plate (itl provided with the pins 13 and secured to the cross member (S.

Figure 7 is ay longitudinal section showing,4 the parte .30 of Figure 6. The bolts 2B are merely used 'tor securing the part iii) to the cross men'ihers .'21 and In the constructions shown in Figs. S and l). no guide tor the dniffdiead shank 2 is provided on the truck oit the car. ln these liunres the shank 2 is shown as passingr 'hroueh the end sill I) provided with an opening; allowing the f-avsing, and loosely through the cross member 28 ot thc sliding,r frame or its equivalent in which it can also swing toA a corrcspol'ldinjl extent. The shank has preferably a rectangular crosssection for limitation otl the rotation of said shank on its axis by the guard plate ln., In the position ct' rest, when turning should not only be possible in a horizontal plane but also in the vertical plane, the shank 2 is inclined downward very slightly, and rests on the (roumled-otl') bottom edge of th?- opening in the end sill o and guard plate. 1,'. Uurine' the couplingv the shank?. is automati. cally raised..

z-i cross head 24 is mounted on the shank. 2 and is prevented; from moving toward the draw-head1 by a thickened portion or shoulder of said shank 2.. This cross head en gages the heads of rods 25, that are movable, throizifrh. the cross members 28 and (17 (Fig. 8) or 28 and G9, (Fig. 9) of the sliding trame. On these rodsare mounted the centei-'ing' springs 26 which mrc slightly compressed. by means ot nuts 27. Instead'ot" said springs and rods a centering spring may bc mounted on the shank 2 itself. as shown in Fig.. 1(l. lt the shank 2- is constructed as shown in Fig. 4, the recesses in the two parts 17. required for their assembly. are preferably to be provided only in their tvvo lateral. Walls.Y

The cross members 28 and (i7. (Fig. 8) or 2S. (39 and 21 (Fig. 9,) of the sliding` trame et' the draav-bar mechanism are y. Quided in rails d'and" are secured together by. means of the longitrrlinalr members (Fig. 8') or 31 (Fis. il) in the manner shown in Figure (lnv the shank 2" behind the cross member Loo 28 is mounted a thick sleeve 29 secured to Corresponding to these rounded oil portions are hollow spherical recesses in thc cross member 2S, a kind of ball-and-socket joint thus being formed, which enables the shank 2 to turn when subjected to pull or tension. T he shank 2 terminates, as before, in a projection 3, .vl ich .is also preferably given spherical sha-pe that corresponds to a spherical recess in the cross member 65.

In the position of rest, the prjections engage with the recesses in the cross member 28, and the projection 3 has a' certain amount of play in the ref ess of the member' 65, so that the parts can turn freely under tension.

Under impact or compression the pivot for the shank is shifted from 30 to 3, the projection 3 engaging (the centering springs being at the same time compressed) in the recess in the cross member 65, thus producing the clearance required for the swing of the projections 30 in the recesses of the cross member 28, Whilst the projections 3 and the recess in the cross member form af pivot joint for the swinging of the shank 2. If the two projections 3 and 30 are described from the same centre, the clearances in question can be reduced to a minimum. The cross member 65 engages (by means of the lvalls of a recess provided in it) with the draw rod 32 movable longitudinally of the car, and compression is transmitted to the said rod directly by the cross member 65 (Fig. 8) or 2l (Fig. 9), While any tension is transmitted by the pull of the cross member 2l (Fig. 8) or 22 (Fig. 9) on the thickened portion or head 1l of the rod 22, (or eventually to a nut provided inv place of the said head).

In the construction shown in Figure l() the draw-head shank 2 is reduced at the portion passing through the cross member 74 of the frame 76, longitudinally slidable on the rails al, and is carried through the said cross member as Well as through the centre of a spring seat 57 With sufficient clearance for swinging. In the case of a shock, or compression, the shank end 73 seats in the recess in the 'front Wall of the cross member 74, but when the draw-head is pulled the rounded front end of the nut 75 seats in its corresponding recess in the rear Wall of the cross member 74, at the same time permite ting the shank 2 to swing.

'The drarwrod 32 is secured in Vthe cross member 7S of the sliding frame 76 by means of the nut 77.

The spring 76, or two concentric springs if one is not sufficient, for returning the shank 2 back to the central position, is mounted between seats 71 and 57. The seat 7l is secured to the shank 2, and the seat 57 to the cross member 74. rIhe shank 2 is preferably made of square cross-section down to the seat 7l, or to a point Within this seat.

The seat 57 is fixed to the cross member 7 4 either by means of pins 5S projecting into openings in the cross member 74. or by means of a horizontal rib. of round crosssection with `which it is provided on the left and right hand sides, engaging with corresponding horizontal notches in the cross member 74, so that the seat can turn about the axis of the said ribs, While shank 2 swings, the sea-t 57 does not yield, thus bendi ing the spring 72, which tends to return the shank to central position. (Lateral movement of the seat 57 is rendered impossible by the dimensions of said notches).

The expanding and contracting draft gear to which the draw-bar mechanisms are connected, has two draw-bar sections 32 movable in a central, adjustable part, that makes it po'ssible to arrange sieve 1al impact or tension springs in each half of the car for the purpose of ensuring the powerful spring action required for heavy cars subjected to large impact forces, and at the same time gives the required degree of elasticity upon initiation of the impact.

lVhen using several springs, it is advisable, in order to avoid particularly hard initial action of the springs, to construct the draft gear so that its parts shall in the case of a pull or of an impact be opposeu the springs that come successively into action.

It may be further advisable to provide, in addition to the springs acting on the floor frame, auxiliary springs, which in case of shocks at both ends, act only or chiefly Without causing a. contraction of the draft gear, and the arrangement may be such that, owing to the rapidity of action of the impact on the draft rod of the second car half and to the movement of the said rod in the direction of the shock, the impact is at once transmitted to the draft gear of the next car.

A few examples of the many possible variations of this spring arrangement will be now described.

In Figs. 1l to 19, g, it, z', y', Z and m are bearings, abutments or sills secured to the floor frame, and 353, B5, 38, 40, 47 and 49 plates forming spring seats; 87, 91 and are flanged pipes slidable on the dranv rods. flanges of which form spring seats between Which are arranged the main springs 34. 39, and the auxiliary springs 4S. l is an intermediate floor frame sill. l`he devices are symmetrically arranged in both halves of the car. M is the centre of the car. Only half of the central connection element 43 for the two halves of the draft gear is shown in Figs. 1l to 18.

In Fig. ll upon impact, first the spring 39 is compressed againstthe fixed abutment j by means of the sleeve 36 secured to the draft rod 32 by a cotter 37; as soon as the shoulder 46 has reached the Washer' 83 tli spring 34 will be compressed against the fixed abutment r. In case of a violentI impact on both ends, all the springs on both ends of the car will be affected, and the draft rods 32 will meet inside the central sleeve 43. Upon impact at one end. the cotter 37 is limited by stationary stop It will be noted that in the .neutral position of rod 32 the distance of the cotter 37 from its abutment z' is greater than half' the distance between the ends of the two rods 32 in sleeve 93.

The cotter nieves in slots 44 of the central connecting sleeve 43, and the slots are so made that upon shock the ends of the draft rodsV 32 abut, or that the cotters 45 strike the ends 98 of their slots. The former arrangement is preferable. Upon shocks applied at. both ends all springs on both halves 32 of the draft rod come into action and the residual shock is transmitted lliy abutment from one half' to the other.

In case of a pull the spring 39 will be compressed against the fixed abutment i by the movement of the sleeve 41. secured to the draft rod 32, and as soon as the sleeve 3G has reached the seat 35, the spring 34 will also be compressed against the fixed abutment g. In ease of traction on both ends the two cotters 45 will strike the ends 99 of the slots 44 of the connection part 43.

Shocks are taken up through spring 39 acting against abutment near the cent-re of the floor frame, and through the spring 34 against the abutment 71.; and in case the shock is at one end, or the shock at one end is greater than that on the other end, then the shocks are taken upby the striking of one of the cotters 37 against the abutment z'. The floor frame is thus engaged at a plurality of points.

Pull is exerted on abutment z' by spring 39 near the middle of' the car; stronger pull causing spring 34 to also act on abutment g. When the pull. is at one end, or when the pull at one end is greater than that at the other end, the cotter 42 engages abutments 7' near the car centre, so that the pull will be distributed to several points along the axis of the car. i

l'n Fig. 12. in case of an impact, first the spring 34 will be compressed by the cotter 79 against the fixed abutment i. and as soon as the shoulder 81 has reached the seat 87 the main spring 39 will also be compressed against the fixed abutment j. In case of tension.v the main spring 39 will be compressed against the fixed abutment vf by the sleeve 41 secured to the rod 32, but` the spring 34 will not be affected.

The construction may also be such that the .shoulder 81, Fig. 12, will engage the seat 37 directly, and a small clearance will be provided between the cotter 79 and the seat 33; in case of an impact, the main spring 39 will be affected first, and the auxiliary spring 34 only afterwards,

l'n Fig. 13', in case of a shock at one end, first the main spring 39 will be compressed against the fixed abutment j, the sleeve 41 secured to the rod 32 also moving the seat 47 and compressing the auxiliary spring 48. The central sleeve 43 will be moved in the direction of the thrust, and at the same time the auxiliary spring 48 in the second half of' the car will be pressed against its xed abutment Z.

In the case of impact at both ends, first the two main springs 39. and then the: two auxiliary springs 48 will be compressed.

In the case of pull or traction at one end,

first the spring 39 will be pressed against il the abutment z', and as soon as the Cotter 45 has reached the end 99 of the slot 44 in the connection sleeve 43, the auxiliary spring 43 will also be pressed against the abutment by the sleeve 43 moving in the direction of the pull. In case of' a pull on both ends, the main springs 39 will be compressed, and according as the pull is stronger at one end than atthe other, the auxiliary spring 48 will also be affected.

The construction in Fig. 14 differs from that of Fig. 13 chiefly bythe presence, between the fixed abutments Z and the flanged pipe 21 that replaces the disc 47, (Fig. 13), of a clearance, so that impact at one end will be transmitted by the auxiliary springs 43 of the two car halves, upon movement of the sleeve 43, to the draft rod of the second car half, which will be accordingly pushed out of the car in the direction of the impact and will therefore act at once on the draw-bar mechanism of the adjoining car, while at the same timethe main spring 39 of the second car half will also be pressed against its abutment z'.

ln Fig. 15, in the interior ofv the sleeve 43 is provided a second sleeve 50 secured to the draw rod 32 by the cotter 45, so that in ca c of a pull, the auxiliary spring 48 will also be compressed against the fixed abutment Z, after the disc 47 has moved against the latter.

ln the construction shown in Fig. 16 impactatboth ends will be taken up by the central sleeve 93 with which the flanged pipes 47 engage at both ends when the auxiliary springs 48 are compressed. The .sleeve 5() (in the outer sleeve part 93) acts in the same way as the sleeve 5() in the construction shown in Fig. 15. Moreover, all cotters are avoided in the construction illustrated in Fig. lf3. The sleeves 84 and 88 are formed as nuts, and are intended both ,for compressing the main springs 39 and for connecting together' the drawrod sections n'ieeting in them. The disc 59 transmits the pressure to the sleeve 51 and, through the latter, to the flanged pipe 47. The cutter 45 of Fig. 15 is replaced in Fi 1G by the sleeve 94 held by the nut 53, whicli,

ifi() after a suitable movement in the direction of the pull, strikes the head connection sleeve.

93. The connection sleeve 93 is made, for the purpose ot facilitating the erection, in two semi-cylindrical parts held together by a pair ot straps 52 at each end.

In Fig. 17, the cotters are replaced by s cket couplings constituted by pairs of connected semi-cylindical shells 8O and 90 titting exactly into peripheral grooves ot the rod sections to be connected together. The central sleeve is replaced by two thick plates 97. Movable in the slots 96 of the said plates are pins 54 provided on the sleeve 55. The two plates 97 are connected together by clips 95, and the sleeve' 55 is held to the rod by the cups 5G connected together. rlhe sleeve 50 acts in the same manner as in the constructionv of Figs. 15 and 16.

Fig. 18 shows the two plates 97 and the parts situated between in vertical, `longitudinal section.

Fig. 19 shows the plate 97 in plan.

In case of impact at one end, the auxiliary spirng 48 is compressed against the 'flange plates 92 by coupling 90 and sleeve 51, and owing to the movement ot said [lange plates and compression of the auxiliary spring 48 in the second half of the car, the main spring 39 is compressed against the l'ied abutment i of the second halt ot the car by means ot' the sleeve 51, coupling 90 and sleeve 41. When the coupling 8O of the lirst half of the car strikes the disc 33, the springs 34 and 39 of the first halt of the car are compressed against their abutments z' and j. Impact at both ends causes the auxiliary springs 48 in both halves of the car to be compressed against the plates 97, and the main springs 34 and 39 against the abutments z' and j. The impact will be taken up either, after the engagement 4of the two discs 47 with the flanges 92, by the plates 97, or according to the dimensions adopted, by the meeting of the inner end of the rods 32.

In case of a pull Vat one end, the main Vspring' 39 will be compressed against the fixed abutment z', the auxiliary spring 48 together with the sleeve 50 moves in the direction ot the pull, and as` soon as the disc 47, has engaged with the abutment Z, the auxiliary spring 48 will also be compressed. Pull on both ends will cause both main springs 39 to be compressed against the abutments 1L', and the pull will be taken up by the pins 54 and plates 97 ,V eventually with compression oit' the auXiliary springs 48 (after movement of the discs 47 to the abutment L).

'Ihe plates 97 instead of being arranged above and below the rods 32, may be arranged at the side of the same, and the pins 54 would then be arranged horizontally.

Pipes are used for` the springs, having flanges at one end that act as spring seats, while their opposite unllanged ends operate to limit the rompressicn of the springs.

In all the constructions the movement of the draft rod ot the draw-gear is limited in one halt' ot' the car by the striking ot cutters or of tlamgd pipes against abutments or discs provided in the saine.

In Fig. 11, in case of a pull, the cotter 37 strikes the abutment 7L, or the cotter 42 the abutment jjin case of an impact, the Cotter 37 strikes the abutment z'.

In Fig. 12, in case ot a pull, the disc 40 strikes the ilange 87 in case of impact the flange 87 strikes the disc 49.

It is clear that the arrangement of the additional auxiliary springs 48 (Figs. 13-17) can be used also in the constructions shown in Figs. 11 and 12, and that also in the constructions in Figs. 11 to 15, the cotters may be replaced by screw connections or other rod couplings (Fig. 17) and that the power and the arrangement ot the springs of one halt' of the car need not be the same in the other half of the car, but may be made different to suit the requirements. In case of the auxiliary springs 48 (Figs. 14 to 17), more particularly when they are to be stilter than the other springs, it is advisable that they be under less tension. For instance, in the construction shown in F ig- 17, the coupling 8O may engage directly with the disc 33, while the sleeve 85 may be slightly shortened, so that in case of an impact the main spring 34 would be immediately ar'- liected and the spring' 39 only later.

The dimensions in the central connection 43 should be`preterably such that when, atter complete expansion or contraction of the draw-gear, the rods 32 together with the connection part 43 have also become a rigid unit; the play ot the springs with the exception possibly of that ot the auxiliary springs 48 in Figs. 14 to 16, in the case ot impact at opposite ends) should not have been completely utilized, so that the abovementioned rigid unit could still be movable under the. spring action. As in the case ot violent impact at both ends, shocks and counter-shocks alternate at very short intervals ol' time, the springs will again become operative owing to the repeated movements ot the draw and buer gear produced thereby, and a very large portion of the force of impact will bc absorbed by the springs.

In the constructions described, the forces act on the car frame not at one, but at several points, thus, tor instance, in Fig. .11, in the case of a strong pull at one end on the abutment i by the spring 39, on the abutment. 7 through the spring 34 and on the abut-ment 7' by the cot-ter 42 limiting the movement` that is to say at three points, or in Fig. 17. in case ot impact at one end, the toi-ces act on the abutment in the second half o the car by the main spring 39 in that half, and finally on the abutment Z in the second hall:l of the car by the auxiliary spring` 48, and also in the first halt of the cai,l on the abutment z' by the main spring 34 and on the abutment 7' by the main spring' 39, that is to sav, at four points.

'IVe claiml. In a continuous draft mechanism for railway cars, a draft gear, springs thereon to permit longitudinal movement of the gear with respect to a car, a draw bar mechanism mnnected to said lnechanisn'i land comprising a frame slidable longitudinally of the car, a draw head member pivoted for lateral swing in said frame, and springr means on said f rame to urge said member towards its alinement with said draft gear.

2. In a draft mechanism for railway cars of the type extending from end sill to end sill` a draft gear comprising tivo alined, spring held, connected, relatively movable sections, a slidable draw-bar mechanism connected at each end thereof, and a draw-head shank in each mechanism and having; t'vo pivotal points, one of said points beingr operative upon a'pull and the other upon a push.

3. In a draft mechanism for railway cars ot' the typo extending from end sill to end sill. a draft gear comprising two alined, springI held, connected, relatively movable sections, a slid-able draw-bar mechanism connected at each end thereof, ya drawhezul shank m each mechanism and having tivo pivotal points, one of said points being operative upon a pull and the other upon a push, and spring means to normally hold said shank inpivotal operation `withrespect to one of said points.

4. In a draft mechanism for railway cars of the type extendingr from end sill tolcnfl sill, a draft gear comprising,r two alined, spring held, connected. relatively movable sections, a slidable draw-bar connection connected at each end thereof, a draw-head shank in cach mechanism and having: two pivotal points, one of said points beingg operative upon a pull and the other upon a push, and springl means to normally hold said shank in pivotal operation with respect to the point subjected to pull.

In a draft mechanism for railway cars of the type extending `from end sill to end sill, a draft gear comprising two alined spring held, connected, relatively movable sections, a slidable draw-bar Aframe connected to one end of each section, said frame including! a front cross member and at least one additional cross member, a draw-head shank passing throughand movable in said 'iront member, the end of said shank presenting a bearing against one of the members for compression thrust in the shank, and a second bearing` longitudinally spaced there Afrom taking the pull on said shank, said shank capable of longitudinal movement in the trame suiiicient to bring one or the other bearing into operatin, and spring means to hold said shank normally operative with respect to the latter bearing.

6. In a draft mechanism for railway cars of the type extending from end sill to end sill. a draft gear comprising two alined, spring held, connected relatively `movable sections, a slidable draw-bar frame connected to an end of each section, said frame having a front cross member and at least one additional cross member, a draw-head shank passingr through said front cross member, capable ot swinging therein and of longitudinal movement in said cross member, the end ot' said shank rounded for seating in a corresponding recess of a member, when under compression, and means on said shank havingl a rounded surface arranged to engage a similar recess longitudinally spaced from the :first recess, said means moved .into operative engagement with its recess when a pull is exerted on said shank, and spring means to normally hold said means in operative engagement with its recess and simultaneously urge said shank to its middle position.

7. In a draft mechanism forrailway cars ol' the type extending `from end sillto end sill, a draft-gear comprising,Y two `alined, spring held, connected, relatively movable sections, a slidable draw-bar frame connected to an end ofy each section, said `frame having:r a cross member, a draw-bar shank loosely7V passingrthrough said member and capable oflimited swing, saidshank having a curved bearing surface engaging Va cor responding seat in said member to communicate push to said frame, means on said shank having a curved face arranged to engage a corresponding recess in said frame when moved thereto to exert pull on the frame 4and said draw-ear sections to rigidly connect them to their respective frames.

8. In a continuous draft mechanism for railway cars, a draw head mechanism at each car end includingr a longitudinally sliding frame, a drat'tgear connected between said mechanisms and comprising two alined drav bar sections, means connect-.ing the sections and permitting limited relative movement of each section with respect to said means, said means permitting both compression and tension 'forces to be transmitted from one section to the other, spring meansindependent ot the car frame and interposed between said means and each section, and spring n'ieans arranged near the middle ot the car to yieldinirly hold each section.

9. In a continuous vdraft mechanism for railway cars, a longitudinally movable draw head mechanism at each car end, a draft gear included between said mechanisms and comprising two alined draw bar sections, means connecting said sections and permitting imited relative longutudinal movement of each section with respect to each other and to said means, a spring between each section and said connecting means having` limited bodily movement with respect to the car frame, and a plurality of springs for each section, said springs arranged for successive operation.

l0. In a continuous draft mechanism for railway cars, a draw head mechanism at each car end and a draft gear included between said draw bar mechanisms, comprising two alined draw bar sections, connecting means between the sections permitting independent limited longitudinal movement of the sections, springs connecting each section to the car frame, an additional spring on each section, a pair of spring seats for each additional spring, one seat of each pair adjacent an end of said connecting means, whereby each of said latter springs may be operated independentlyT of the car frame.

ll. In a continuous draft mechanism for railway cars, a draw head mechanism at each car end, and a draft gear included between said draw head mechanisms, comprising' two alined draw bar sections, means connecting said sections while permitting their limited longitudinal movement and permitting abutment of the ends of said sections at the limit of their movement in one direction, springs on each section for transmitting` their forces to the car frame, additional springs at the inner end of each section independent of the car frame and having limited bodily movement with their respective sections, and a sleeve on the inner end of each draw bar mechanism that is slidable, said connecting means to compress the spring adjacent said means when t-he drawY bar mechanism is under draft.

l2. In acontinuous draw bar mechanism, a draw bar having two alined sections, means connecting said sections while permitting relative longitudinal movement, main springs between the sections and car frame.. and auxiliary springs on each section arranged to come into operation after a limited extent of movement of the section.

13. A continuous draft mechanism for railway cars,'having two alined sections, means to slidably `connect said sections, springs on the sections for connectingl them to the door frame of the car, and spring means independent of the floor frame on each section operating upon shock on said connecting-means and therethrough on the alined sections.

la?. ln a draft mechanism for railway cars of the type extending from end sill to end sill, a longitudinally movable draw-bar mechanism adjacent each end sill, a draft gear connected to said mechanisms between them and comprising' two alined draw-bar sections, neans connecting the sections together while pern'iitting limited and independent longitudinal movement, a spring for each section adjacentA said connecting means bodily movable with its section to a limited extent, and a spring near the end of each section compressible by the section but free of bodily movement.

l5. In a draft mechanism for railway cars, of the type extending` from end sill to end sill, a longitudinally movable draw-bar mechanism adjacent each end sill, a draft gear connected to said mechanisms between them and comprising two alined draw-bar sections, means connecting the adjacent ends of the sections together while permitting limited and independent movement, a spring for each section adjacent said means having limited bodily movement with its section, and a stationary spring for each section near the op aosite ends thereof.

1G. in a draft mechanism for railway cars, of the type extending from end sill to end sill, a longitudinally movable draw-bar mechanism adjacent each end sill, a draft gear connected to and between said mechanisins and comprising` two alined sections, means connecting said sections together while permitting limited independent movenient of the sections, the extent of movement of the sections being suiiicient to permit of their abutting contact for the direct transmittal of shoclr from one section to another, spring seats on each section and springs between said seats normally holding them in fixed spaced relation, said seats and springs bodily movable to a limited extent with its pertaining section, and each seat capable of separate movement upon compression of the spring between them.

l?. In a draft mechanism for railway cars, of the type extending from end sill to end sill, a longitudinally movable draw-bar me hanism adjacent each end sill, a draft gear connected to said mechanisms between them and comprising two alined draw-bar sections. means connecting the adjacent ends of said sections while permitting limited independent movement and abutment of the sections, a spring carried by each section adjacent. said connecting means, spring seats on the section between which said spring is included, said spring and seats having limited bodily movement with their section, and a sleeve on the end of each section slidable vlirough said connecting means and acting on one of said spring seats, whereby said spring is compressed, after its bodily movement, upon a pnll on the draft mechanism, and said seat is caused to abut said connecting means upon a push on said mechanism.

18. A draft mechanism for railway cars, comprising a draft gear yieldngly connected lill to the car frame for longitudinal movement with respect theretola frame longitudinally movable with respect to said car frame and connected to said draft gear, a draw-head having a shank pivoted for lateral swing in said frame, springs in said frame at both sides of said draw-head, rods in said frame on which said springs are mounted, seid rods slidable in the lizune when .the Springs `are compressed, and a cross piece on the drawllead shank against which the ends of said rods abut to urge the draw-bend into alinement with said draft gear.

In testimony'that we claim the foregoing as our invention, We have Signed our names.

DR. MAXIMILTAN ALMA. CARL EGON ALMA. 

